Control apparatus for reversible internal-combustion engines with convertible air starting means



M y 1951 H. M. LINHART 2,

CONTROLAPPARATUS FOR REVERSIBLE INTERNAL-COMBUSTION ENGINES WITH CONVERTIBLE AIR STARTING MEANS Filed June 29, 1945 Sheets-Sheet 1 Engine Fuel Conrrol Fuel supply 60 72 '71 66 Fuel cufofi" 210' 224 215 62 Sforfing Airvolve Pressure. Reducing Valve INVENTOR. Harr yMLzhharz BY M M ATTORNEY May 1, 1951 H. M. LINHART 2,550,931

CONTROL APPARATUS FOR REVERSIBLE INTERNAL-COMBUSTION ENGINES WITH CONVERTIBLE AIR STARTING MEANS Filed June 29, 1945 3 Sheets-Sheet 2 I 1g. 1-A

Engine Reversing Coni'rol Sheff 25 INVENTOR. 28 Harry Allz'nhart Z6 BY AT T OPNEY CONT FULL SPEED IDLE 6 JOE FULL SPEED H. M. LINI- IART ROL APPARATUS FOR REVERSIBLE INTERNAL-COMBUSTION ENGINES WITH CONVERTIBLE AIR STARTING MEANS Filed June 29, 1945 AHEAD STOP ASTEEN 3 Sheets-Sheet 3 Crank ShoFr INVENTOR.

Harry M Lz'nharz BY ATTORAEY Patented May 1, 1951 .UNH'EEQ STATES RQTENT OFFICE CONTROL APPARATUS FOR REVERSIBLE INTERNAL-COMBUSTION ENGINES WITH CONVERTIBLE AIR STARTING MEANS Harry M. Linhart, Pitcairn, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application June 29, 1945, Serial No. 602,290

9 Claims. 1 This invention relates to control apparatus and more particularly to apparatus for controlling operation of a prime mover, such as a Diesel engine.

In the drawings, the reference numeral I indicates a reversing control shaft of a reversible internal combustion engine, such as of the Diesel In the copending application of Roy R. Stevens, t

ype, and this shaft may be connected to any Serial No. 535 183 filed May 31, 1944, and asconventional ending reversing means Q. aw such asa fi sg a? ig i ff g g i gf ii ggififg g i longitudinally movable cam shaft for reversing ow ei 1946, there is disclosed a fluid pressure control g ggg af g ggg gg f 3 225 335; apparatus for controlling the Operation of a clockwise direction as viewed in and to the ersible Diesel engine. The apparatus comprises a fluid reversing motor for conditioning the enposltlon. Shown the dlawmg? W111 condlipn gine or operation in either one direction or in i Valve gear- 01 tlmmg to provlde.for .opemblfm he oppo ite direction and means controlled by 2 engine }n One or an as-temglrectlon Whlle r rotation 1n toe opposite d1rect1on to another said motor controls the supply of starting air to the engine in such a manner that there is an undesirable slight fiow of starting air to the engine upon initiating a reversal of the engine and until after said reversing motor starts to operate. Immediately after the fluid motor starts to operate however the supply of starting air to the engine is cut-oil and maintained cut off, as desired, until after the reversing operation has been completed at which time starting air is again supplied to the engine to cause the engine to start turning in the new or selected direction. Furthermore, if at the time a reversal of the engine is initiated the fluid motor should fail to operate, their starting air will be supplied to the engine and cause it to start or continue to operate in the direction the opposite of that intended and such operation is undesirable.

One object of the invention is therefore the provision of an engine control apparatus of the above general type which is so constructed as to prevent starting air being supplied to the engine until after the engine is conditioned for operation in the selected direction.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Figs. 1, 1a, when taken together with the right-hand edge of Fig. l matched against the left-hand edge of 1a, is a diagrammatic view, mainly in section, of a fluid pressure control apparatus embodying th invention; Fig. 2 is a partial plan view of a manual control device shown mainly in vertical section in Fig. 1; Figs. 3, l and 5 are sectional views of said control device taken on lines 3-3, l l and 55 in Fig. 1; Fig. 6 is a sectional view taken on line 6-6 in Fig. 1a; and

Fig. 7 is a cross sectional view of a supply and release valve structure several of which are shown in side elevation in Figs. 1, la.

position will condition said gear or timing to provide for operation of" said engine in the reverse or an ahead direction.

The reference numeral 2 indicates a fuel control shaft for the above mentioned engine, and the numeral 3 indicates a lever connected to said shaft for turning same to either of two positions, namely, a fuel cut-off position in which it is shown in the drawing for cutting ofi the supply of fuel to the engine to cause stopping of the engine, and a fuel supply position indicated by a dot and dash line 4, for supplying fuel to the engine to allow operation thereof at a speed determined by the adjustment of the usual speed controlling means (not shown) associated with engines of this type.

The reference numeral 5 indicates a starting air valve device of any conventional type arranged to be controlled by pressure of fluid in a control pipe 6 for controlling the supply of start ing air from a starting air supply pipe 1 to a pipe 8 through which it is adapted to be conveyed to the engine cylinders (not shown) by way of any conventional interlock or timing mechanism for causing the engine to start turning in the direction selected by the position of the reversing control shaft l.

For the purpose of illustration the starting air valve device 5 may com-prise a fluid pressure supply valve HS for controlling communication between pipes l and 81, a release valve Ill for controlling communication between pipe 8 and an atmospheric port H8, and a piston H9 arranged to be operated by fluid under pressure supplied to a chamber IE! to seat said release valve and toopen said suppl valve. A spring E52 acts on piston H9 with such a pressure as to require the pressure of fluid in chamber IE! to be increased to,a certain chosen degree such as forty pounds to operate said piston to open the supply valve H3. Upon release of fluid under pressure from chamber I5I spring I52 will return the piston H9 to the position shown in the drawing for opening the release valve Ill and to permit closing of the supply valve by a spring I53. The control of the supply and release of fluid under pressure to and from control pipe 6 will be hereinafter described.

The reference numeral 9 (Fig. 6) indicates an end portion of any rotatable part of the engine, such as the crank shaft, which rotates in a direction determined by the direction of operation of the engine. With the engine operating in one direction the crank shaft will therefore turn in a corresponding direction and-upon operation of the engine in a reversedirection'the crank shaft 3 will also turn in the reverse direction.

A power means in the form of a fluid motor I is provided for turning the reversing control shaft I to its different control positions. This motor comprises a casing containing a piston II having at one side a pressure chamber l2 and atthe opposite side a pressure chamber I3. The piston II has a rod I4 projecting through chamber I3 and through a pressure head I5 closing the end of said chamber and into a casing member I6 secured to the outer face of said pressure head. Within the casing member I6 the rod I4 is provided on one side with gear teeth meshing with teeth on a gear wheel I! which is mounted on and secured to the reversing shaft I for turning same upon reciprocation of piston II. When piston II is in the position shown in the drawing, defined by contact of said piston with a pressure head I8 closing the end of chamber I2, the reversing shaft will be turned to the position shown in the drawing to condition the engine valvegear or timing to provide for starting and running of the engine in the astern direction, while upon movement of said piston to a position defined by contact with pressure head I5 the reversing shaft I will be turned to its other position to condition the valve gear or timing of the engine to provide for operation of the engine in its ahead direction.

The movement of piston II to the position shown in the drawing is arranged to be effected by supplying fluid under pressure to pressure chamber I3 to act on one side of said piston when fluid under pressure is released from chamber I2 at the opposite side of the piston, while movement of said piston to the position defined by contact with pressure head I5 is arranged to be efiected by supplying fluid under pressure to chamber I2 when fluid under pressure is released from chamber I3.

The supply and release of fluid under pressure to and from chamber I3 is controlled by an astern pilot valve device I9 mounted on one side of a bracket 20 depending from the fluid motor casing, while the supply and release of fluid under pressure to and from pressure chamber I2 is arranged to be controlled by an ahead pilot valve device 2| mounted on the opposite side of said bracket.

The astern pilot valve device I9 comprises a supply and release valve structure 23 which is shown in section and at an enlarged scale in Fig. 7 of the drawing. This structure comprises a supply valve 24 contained in a chamber 25 and having a stem 26 loosely extending through an opening 2'! connecting said chamber to a chamber 28. The valve 24 is arranged to engage a seat in chamber 25 provided around the opening 21 for closing communication between said 4 chamber and chamber 28 and is movable out of contact with said seat for opening said com municaticn. A spring 29 in chamber 25 acts on the supply valve 23 for urging same into contact with its seat.

In chamber 28 the supply valve stem 26 is connected to a guide 30 of enlarged diameter which is slidably mounted in a bore in the casing. The casing is provided with an annular recess encircling the guide 33 and containing a sealing ring 3! having sealing and sliding contact with said guide for preventing leakage of fluid under pressure from chamber 28 past said guide to a chamber 32provided at the end of said guide opposite the supply valve 23. Chamber 32 is inconstant communication with atmosphere through a port 33 and contains a fluid pressure release valve 34 arranged to cooperate with a seat provided on the end of guide 30 to control communication between chamber 32 and one end of a bore 35 extending through the guide 30, the valve stem 23 and the supply valve 24 and opening at its opposite end to chamber 25. The release valve 34 is provided with a stem 36 which is mounted to slide in a suitable bore in the casing.

In the astern pilot valve device I9 the end of the release valve stem 36 is connected to a stem 31 projecting from a diaphragm follower 38 contained in a chamber 39 which is in constant communication with atmosphere through a passage 43. The stem 31 is slidably mounted in a suitable bore in the casing and its end contacts the release valve stem 33 in a chamber 4| which is open to atmosphere through a passage 42. Passage 33 above mentioned is open to atmospheric chamber 4|.

The chamber 39 is formed at one side of a flexible diaphragm G3 which side also contacts the follower 38. At the opposite side of diaphragm 43 is a control chamber 44 which is connected to a control pipe 45. In chamber 39 a spring it; acts on follower 38 with a chosen degree of pressure for urging said follower and diaphragm 33 to a position defined by contact between saiddiaphragm and a stop 41 in the casing. With the diaphragm 43 and follower 38 in this position spring 29 is adapted to seat the fluid pressure supply valve 24 and the release valve 34 is arranged to be opened as shown in Fig. 7. Movement of diaphragm 43 and follower 38 from this position in the direction of chamber 33 to a position defined by contact between said follower and the casing will cause the release valve 34 to be moved into seating engagement with the guide 33 and to then act through said guide to open the supply valve 24.

In the astern pilot valve device I9 chamber 28 is arranged to be constantly supplied with fluid under pressure from a fluid pressure supply pipe 48, while chamber 25 is connected by a passage 5| to pressure chamber 3 at one side of the power piston i I. In operation, when fluid is supplied to the control pipe 4'5 and thence to chamber 34 above diaphragm 43 at a pressure such as sixty pounds which overcomes the opposing pressure of spring 33, the diaphragm 43 will deflect to close the release valve 34 and to open the supply valve 24 whereupon fluid under pressure will flow from the supply pipe 43 to passage 5| leading to pressure chamber I3 at one side of power piston, while upon release of fluid under pressure from the control pipe 35 and diaphragm chamber 44, spring 46 will move follower 38 and diaphragm 43 to the position in which they are shown in the drawing to permit closing of the supply valve 24 by spring 29 and opening of the release valve 34 by pressure of fluid effective in chamber 25,

whereupon fluid under pressure will be released from chamber l3 to the atmosphere. 7

The ahead pilot valve device 2! is structurally identical to the astern power valve device I9 and chamber l2 at the left-hand side of the power piston ll. Diaphragm chamber 24 in the ahead pilot valve device 2| is connected to an ahead control pipe 55. It will thus be seen that upon supply of fluid at for instance sixty pounds pressure to pipe 55 the ahead pilot valve device 2 will operate to supply fluid under pressure from the supply pipe 58 to pressure chamber 12 at the left-hand side of the power piston I I, while upon release of fluid under pressure from the control pipe 55 fluid under pressure will be released from said pressure chamber.

It will now be seen that when the ahead control pipe 55 is vented to atmosphere in a manner which will be later described, causing opening of pressure chamber E2 to atmosphere, and fluid at suflicient pressure is supplied to the astern control pipe 45, the astern pilot valve device 59 will operate to supply fluid under pressure to pressure chamber is at the opposite side of power piston l l to thereby create a differential in fluid pressures on said piston which will effect move- 'ment thereof to the position in which it is shown in the drawing for thereby positioning the reversing control shaft l to provide for operation of the engine in the astern direction.

On the other hand; if fluid under pressure is suppliedto the ahead control pipe 55, when the astern control pipe 45 and pressure chamber I3 are open to atmosphere in a manner which will be later described, the ahead pilot valve device 2| will act to supply fluid under pressure to pressure chamber l2. The power piston l I will thereby be moved from the position in which it is shown in the drawing to its opposite position defined by contact with pressure head l5 to thereby condition the reversing shaft l to provide for operation of the engine in the opposite or ahead direction. When both of the control pipes 45 and 55 are open to atmosphere, both the astern pilot valve device l9 and the ahead pilot valve device 2! will operate to open the respective pressure chambers l3 and 12 to atmosphere, under which condition the pressure acting on opposite sides of the power piston II will be the same and said piston will remain in the position to which it previously had been moved.

In the bracket 29 are two timing reservoirs or volumes 5E and 51 connected respectively to pipes 45 and 55 and thereby to diaphragm chambers 44 in the astern and ahead power valve devices l9 and 2|. The purpose of these reservoirs will be hereinafter brought out.

The ahead and astern control pipes 55 and 45, respectively, lead to a fuel cut-off valve device '65 and in these pipes there are disposed flow controlling devices 5i and 62 respectively. The flow controlling valve device 5| comprises a check valve 63 arranged to open upon flow of fluid under pressure through the ahead control pipe 55 in the direction of the ahead pilot valve device 2| to allow a relatively rapid rate of flow, but to close upon flow of fluid under pressure through said pipe in the opposite direction. A choke 64 6 through the check valve 63 connects the opposite sides thereof for restricting the rate of flowof fluid under pressure away from the ahead pilot valve device 2|, the flow capacity of the choke having a certain relation to the volume of the respective timing reservoir 57 as will hereinafter be brought out. The flow controlling valve device 62 in the astern control pipe 45 is identical to the flow controlling valve device 6i and comprises a check valve 63 arranged to permit relatively rapid flow of fluid under pressure through said pipe in the direction of the astern pilot valve .device 59 but to close upon flow in the opposite direction, while a choke 64 through said valve is arranged to limit the rate of flow in said opposite direction, the flow capacity of this choke also bearing e, certain relation to the volume of fluid under pressure is adapted to be supplied to Upon supply of fluid under pressure to chamber 68 the piston. 65 will move to a position defined by contactand released from said chamber.

between the piston and a shoulder 10 in the: casing and this movement is adapted to act through rod 6'! to move the fuel control lever 3 to the position shown'in the drawing for cut-- ting off the supply of fuel to the engine. At the opposite side of piston 66 is a non-pressurechamber H containing a spring 72 which isunder pressure and acting on said piston in opposition to pressure of fluid in chamber 63. Upon release of fluid under pressure from chamber 68 this spring is adapted to move the piston 56 out of contact with shoulder i0 and to a position defined by contact of the piston with a cover 65 closing the outer end of pressure chamber 58, for thereby drawing the piston rod 61 in a direction away from the fuel control lever 3 to permit movement of said lever to the fuel supply position indicated by line 4-.

At one side of the piston rod Bl is a latch 13 movable in directions toward and away from .said rod. The piston. rod 67 has a recess l4 arranged to receive the end of latch 13 for holding said rod and the fuel control lever 3 in fuel cut-01f position shown in the drawing when fluid under pressure is released from chamber 68. The latch 13 is operatively connected to a piston 15 having at the latch side a pressure chamber 16 which is open to a control pipe 1?, and having at the opposite side a non-pressure chamber 18 containing a spring 59. The spring '39 is under pressure and constantly acting on piston 15 to urge the latch E3 in the direction of the piston rod 61. Upon supply of fluid under pressure to pressure chamber 16, such pressure is adapted to actuate piston 15 to disengage latch 13 from the piston rod 5?.

Associated with the fuel cut-off valve device 60 are two interlock valve devices 82 and 83. The interlock valve device 82 is provided for controlling communication between the ahead control pipe 55, and a control pipe 34 and atmos phere, while the interlock valve device 83 is provided for controlling communication between the astern control pipe 45, and a control pipe 85 and atmosphere.

The interlock valve device 82 comprises a sup- 7 ip ly valve tfi contained in-a chamber 81 and having a 'fluted stem-slida-bly-mounted'in a suit- -able bore in 'the casing-connecting said chamber -to-= a chamberzl 88f-saidstern *extending into the latter chamber where it engagesa stem projecting -='f-rom an oppositely seating release valve -89-contained-in a chamber fl -=which is open -to atmosphere through a-port $3 i The release -valve -89 is provided'for controlling'communica- :tion-betweenchamber 88,--- and chamber 90 and thus the atmosphere Icy-"way of a bore through a sleeve -8IJ-'-which is slidably mounted in the casing. LA spring-M in chamber 38 acts on one end of= -sleeve 30 for urging samein the direction -of the release-valve eg-against which it is adapted to seat =-to close *the communication controlled thereby. A shoulder'fis is provided for engagement "-by the oppositeend of sleeve lill to limit movement thereof by spring 84 toa position in -which the release valve 89 will be unseated by movement of the supply valvefifi into contact with its seat under the pressure of a spring 59 contained in chamber 87.

On the side opposite the release valve seat the release valve 89 is engaged by one end of a plunger 49 which is supported in the casing and which has its opposite end in contact with the peripheral surface of the piston rod 6?. When the piston 66 and rod 83 occupy the position in :which they are shown in the drawing, a recess 511 in said rod is moved out of registry with plunger 49 and said plunger is displaced to a position for seatingthe release valve 89 and opening the supply valve '86. When the piston 66- androd- G'I are moved. to the fuel supply position. defined by contact between said piston and cover 65 the recess 56 will be positioned to receive plunger 49 to permit closing of valve 86 by springtil and to permit opening of the release valve 89. Chamber "8? in the interlock valve device 82 is connected to the control pipe 84' above mentioned, while chamber 88 is connected to theahead control pipe 55.

The interlock valve device 83 is structurally identical to the interlock valve device '82 and the same reference numerals have therefore been i applied to correspondingparts of the former. The piston rod '61 is operative to effect closure of the release valve '88 and opening of the supply valve 86 in the interlock valve device 82 upon movement of said rod to the position in which it is shown in. thedrawing, and is provided with a recess 53 arranged to receive plunger 39 to permit closure of said supply valve and opening of said release valve in the'fuel supply position of said rod. Chamber 81 in the interlock valve device 83 is connected to the control pipe 85, while chamber 88 is connected to the ahead control pipe 45.

A reversing interlock structure 92 is mounted on the casing member I6 which is connected to the pressure head I5 of fluid motor IQ and this structure comprises ahead and astern interlock va-lvedevices 93'and 94.

The interlock valve devices 93 and 94 may be identical in structure to the valve device 23 shown invFig. 7 of the drawing. In the interlock valve device 93 chamber 23 is connected to the ahead control pipe 84 while chamberzfi is connected to a pipe 95. In the astern interlock valve device 94 chamber 28 is connected to the astern control pipe 85 and chamber 25 is :connected to a pipe Q6. The pipes 95 andSB are connected to the opposite ends of adouble check valvedevice S'I' the third outlet of which is connected to a pipe 98 leading to one end of '8 another-double "c'lieckjvalve deviceile, "The side outlet of 5 the double check valve- "device '99 is connected tofpipe' 69'-l eading to a piston chamhen-63 in the' fuel-'cut-Off valve' device- 5! I The t'vvo interlock valve devices 93 a and 94 are spacedf-rom each other with tl'ieir'axes arranged, diagrammatically 'in parallel-relation and in the sameplane. The release valvest'ems' 36 of the two' interlock valve devices 93'and 94 engage individual-plungers I62 which are s'lidably mounted in-suitable bores in the casing provided atone side of alongitudinally'rriovablecam I83. Interposed between the end of each of'the plungers IGZ-arid havin contact'withthe adjacent-sideof cam -I03'isaroller'or' ball I04. v

"The barn lfi3 'is operatively connected by a pin I05 'to-one'end ofa-1'ocker I66 whichis mounted 'to turn on ya fulcrum pin'lel provided 'in the casing'me'rnber It. The pin m1 providesior rocking "of rocker 'lllfi and' thereby movement of cam 'I03 in a --'dii"e'c'tion parallel to the length of the-piston rod I4. -'At each of the opposite sides of fulcrum pin IS? the rocker I flfi is provided with an operating finger I09), one 'of these fingers being provided for contact with a p1unger I09 while the other engages 'a similar plunger H0. The. two plungers Me-and Ilii are mounted to- 'slide'in suitable parallel bores-in the casing at one s'ide of the piston rod I4, and the opposite ends of said'plunge'rs contact said rod on the side'opposite the gear IT.

The. piston rod Id isiprovid-e'd with'two recesses III and H2 i arr'a'ng'e'd to [receive one end of plungers IE9 andJI'IIl. iThese recesses which are arcuate in iormiare spaced from eachother and connected togetheriby. a flat surface I I3 formed below the surfaceoft'theipiston r'odat opposite ends of the? two recesses.

With" the. piston I ILan'd rodi M1 in the position shown in the drawing. it will be noted that plunger'lItlis'substantially atthe'bottom :of recess I I2 twhile plunger I89: is '3 out of said. recess and 'bothcof said'plungers areengaging thezrespectiveifingersi'flil of rocker '86 thereby holding :said: rocker a ainst movenient'and securing the "cam: I 03 againstimoveme-nt out of the position in which it"is' -showniin' the drawing, which isi'one of threeidi-fierenti positions of: the roam the; other two. ofrwhich will:now be-described.

:Upon 'movement-orpistonz II and rod IE out of the position-shown in the drawing in thedirection of the right han'd the pin. I09 will-be permitted to move vinto-recess'II2 as the'pin H9 is movedout 10f said; recess and this movement of pin- I Iflrwill rock rocker-I06 in a clockwise direc- "tion. -When' the-pin-IIil-is moved'outof recess H2 toa position where the .surface -Il3'may move under said pin the rocker IE5 will have obtaineda'neutral position and cam H13 will have been moved fromthe position shown in the drawing' -i-nthedirection of the right-hand to a sec- .ond-one of'its-positions. The surface-I I3 is so arranged. that upon continuedmovement of piston rod I4 in the direction of the'r-ight hand the pin I09 will move'out of recess I I2 and onto said surface-without changing the position of-therocker 106. The piston II and-power piston rod- I4- wil1= then continue to move relative to and without further operation of rocker I06 and cam I03 until it-wapproaches the pressure head I5 at "which time plunger .IIiI willbe engaged by=the inclined surface -of recess III vadjacent the-piston I I Whenthis occurs further movement-ofepiston rod I.4-will act through plunger -IIIl-,to.-r-ock theuroeker I06 further in asclockwise direction and this will be permitted since 9 plunger I 09 will be positioned at this time to enter the recess III, so that by the time piston II attains the position in contact with pressure head I5, the plunger Ht will have been moved out of recess III and plunger 509 will be substantially at the bottom of said recess, so that the cam I93 will have been moved past its 4 the drawing. Likewise, upon movement of piston II from the position defined by contact with pressure head I5 to the position in which it is shown in the drawing the cam I03 will be shifted from its right-hand position first to its neutral position and then back to the position in which it also is shown in the drawing, in a manner which will be apparent from the above description.

- The cam I03 is provided with a recess II5 for receiving rollers I04 of the ahead and astern interlock valve devices 93 and 94. This recess is so arranged that with the cam. I03 in the positionshown in the drawing the release valv 34 in the astern interlock valve device 94 will be opened so as to open the astern control pipe 85 to atmosphere, while in the ahead interlock valve device 93 the supply valve 24 will be open so as to open communication between the ahead control pipe 34 and pipe 95. In the opposite position of cam I03 the condition of the ahead and astern interlock valve devices 93 and 94 will be reversed, that is, so as to open the ahead control pipe 84 to atmosphere past the respective release valve 34 and to connect the astern control pipe 95 to pipe 93 by way of the respective supply valve 24. In the neutral position of cam I03 the supply valve 24 of both of the ahead and astern interlock valve devices 93 and 94 will be opened so as to establish communication between pipes 84 and 95, and pipes 85 and 90, respectively.

The reference numeral I20 indicates a directional control valve device which is arranged to control supply and release of fluid under pressure to and from pipe ll leading to pressure chamber I6 at one side of the latch piston I5 in the fuel cut-off valve device 69. The directional control valve device E29 comprises a casing containing a double check valve I2I controlling comtmunication between pipe I! and two passages The two valve devices I 24 and I25 may be.

identical in construction each comprising a supply valve I26 contained in a chamber I21 and arranged tocontrol communication between said chamberand a chamber I28. A spring I29 in chamber IZI acts on valve I23 to seat same. In the astern valve device I24 chamber I2! is connected. to the asterncontrol pipe 85, while in the ahead valve device I25 said chamber is connected to the ahead control pipe 84.

In each of the valve devices I24 and I 25 the chamber I28 contains a release valve I30 which contacts a fluted stem projecting from the supply valve I26. The release valve I30 has a fluted stem I3I slidably mounted in a bore in a plunger l32 which is mounted to slide in a bore in the casing. Around plunger I32 the casing is provided with a recess containing a sealing ring I33 having sealing and sliding contact with a peripheral surface of said plunger for preventing leakage of fluid under pressure from chamber I28 past the plunger. The bore in plunger I32 in which stem I3I of the release valve 30 is slidably mounted opens to a larger bore I34 the outer end of which is closed by a hollow plug I35. The bore I34 is constantly open to atmosphere through one or more ports I36 provided through plug I35 adjacent the closed end thereof. A plunger I31 loosely mounted in bore I34 has one end in contact with the release valve stem I3I. Against the opposite end of plunger I 31 bears one end of a spring I39 the opposite end of which is supported by contact with the inner end of plug I35. This spring is under compression and therefore constantly effective to urge the plunger I32 in a direction away from and thus out of seating engagement with the release valve I30.

The casing of the directional control device is provided midway between the outer ends of the two plugs I35 with a depending lug I40 carryin a fulcrum pin I4I upon which is rockably mounted a lever I42 having two oppositely arranged arms I43 one of which is disposed over the end of each of the two plugs I35. In the end of each arm I43 is secured an adjustable actuating screw I44 which engages the respective plug I35. With the parts of the directional control valve device in the position shown in the drawing the two screws I44 are so adjusted as to permit springs I29 to move the respective supply valves I26 into contact with their seats and to permit movement of plungers I32 by springs I39 out of contact with the respective release valves I30.

- The lever I42 is also provided with a depending operating arm I45 the end of which is loosely accommodated in a recess I46 provided in and open to the peripheral edge of a friction disc I41. The. disc I4! is carried by one end of a plunger I43 (Fig. 6) which is slidably mounted in a bore provided in a casing structure I49 which is adapted to be rigidly supported with respect to the engine so as to support the friction disc in coaxial relation with the end of the crank shaft 9 as shown in Fig. 6 of the drawings. The plunger I49 is also effective in the capacity of a piston for moving the friction disc into frictional contact with the end of the engine crank shaft 9, and to effect such movement its inner end is adapted to be subjected to pressure of fluid in a pressure chamber I50 which is open to the starting control pipe 0.

An operators control valve device I55 is provided for controlling operation of the apparatus so far described. The operators control valve device comprises what may be called ahead and astern control valve devices I55 and I51, respectively, a stop valve device I58, a start valve device I59, and a self-lapping speed controlvalve device I 60.

The ahead and astern control valve devices I53 and I51, stop valve device I58 and the start valve- .devioe Iiiflxmay all be structurally like the valve device shownxin Fig. .7 of; the: draw ings, and :the fluid pressure. supply chamber '28 in-.each' is arranged 'sto. beaconstantly supplied with-fluid under pressure from a supply pipeaIfiZ; Flllidat a desired reduced pressure, such as:1-0O pounds: per square inch, .issupplied'rto pipe; I62 from :the supply pipe 481 by; operation of a reducing'valve device I63 of any suitablestructure.

Thesup-ply valve chamber 25 in the ahead .and astern,.controlrvalvedevlces I56 and I5! are connectedto the ahead::and :astern control pipes. 84 and: 85, respectively; Chamber innthe stop valvedevicezl58 is connected to a pipe I64 which leads to theend: of double check valve device 99 opposite tothat toWhichpipe 98 is connected. GhamberZB in th'estart valve device I59 is connected to a P1138191;

The:operatorszcontrol valve device further comprises-an operating shaft I65 which issupportedrand suitably 'journaled atopposite ends innthe casing of the device; The shaft I65 is in thesform of a tube'andmountedswithin said shaft'for longitudinal movement is an operating plunger I66lwhichextends outbeyond the opposite ends of said shait; Securedto. the ex.- terior; of thewoperating shaft IE5 is a member I61 onwthe'peripheral surface of which are providedxthree cams I68, I69' and I70.

The operating shaft I65 has a slot II I through one;side:.thereof,:,and registering with this slot isa through -slot1il2 in the'plunger I66 and .a slotl'l3 in the member Nil. Extending through these slots is apart I'M of anoperators-control lever I75 and in the end of the part I'It is aslot through which extends a pin I'IG'which is;secured in theg-plunger I66. The lever IlE-is mounted toturn' on a pin I'I'I:secured in an upwardly extending projection. II8-.ofmember IISI. By this'construction. itwill be seen that inovementofthesoperators controllever H5 in ai-directioni lengthwise of plunger ltd-will fmove said-plunger'relative to theoperating shaft I55 in:eitherone direction or in the opposite-direction; and without turning said shaft, while movementof said. lever in the direction circumferentially of the shaft I65 will turn said shaft without longitudinal movement of plunger I66.

The operators control lever I15 extends through aslot-IIQ-provided in acover: I89 which is-secured to the casing'of the device. This slot extends inia-directionto-permit'movement of the-operatorfs control. lever to'rock the shaft I65-and: cam member III-I. In the slot I79-the operatorscontrollever I'I5-mayjhave aneutral 1 position .in which it is shown in Fig. 2 of, the-draw,- ing, and -may be movable fromthis position ,in eithenan: ahead direction orrin the oppositeor an eastern direction as indicated by legends in Fig.1 2.

Midwaybetween the ends of the slot I19 there is a relatively'shallow'recess I8I open to one side of said slot and intowhich the operators control lever is adapted to be moved out of said slot for moving the plunger Ififidongitudinally in one direction'in the operating; shaft I65; At one side ofthe recess IBI and opening to the opposite side of slot I'I9-is another relatively'shallow recess 182 into which the operators' control lever is adapted-to be moved; for moving the plunger I66 lengthwise in the shaft 555 inpthe opposite direction. At theopposite side;of recess I8! is a third recess I83 for receiving the lever I15 torpermit movement of plunger [te m the same direction as'when moved into the recess I82.

12 llhe operators control lever has-a Stop position-sin recess I81 whichposition. is adjacent its. neutral position above mentioned in'slot Ii'zl. AtzthFAhead. side of neutral. position the operatoras .control lever has an'engine Idle position in, slot I19 opposite recess I82 and an engine: Start position in said recess. Movement of the lever beyond the Idle position just mentioned'in the direction of the legend Ahead is adapted to accelerate. the engine,

in a manner'to be laterdescribed, in accordance with :the position of'said lever between said Idle position and the extreme upper end of slot full'ispeed of the. engine b-eingobtained atsaid. end ofslot I279 indicated: by the legend Full speed. Corresponding Idle, Start and Full speed positions of the operators control lever are provided atthe opposite or Astern side of neutral position, said Start position.

being provided in recess I33. The space between recess I83 and the Astern end of slot I19 constitutes the speed control zone for operation of the. engine inthe astern direction.

Thefah'ead' and astern valve devices. I56 and Iiiare arranged-with the axes ofthe release valve stems 36 at right angles to the axesoi cams I58: and lit and incontact respectively With-the peripheral surfaces of said cams. The

camItIl' is-so designed as to actuate the astern. valve device I5?! to connect the fluid pressure:

supplypipe I52 to the astern control pipe 35 when: the operators control lever H5 is in any positicnbetween and including the Idle and Full Speed position at the Astern side of neutral position and to permit operation of said valve device-to open the control pipe E5 to at-- mosphere in all other positions of said lever. The cam llfiis identical to cam [63 but reversely arranged so as to thereby actuate the ahead valve' device I56 to open the ahead control pipe 8 to the fluid pressure supply pipe P32 in and between theidle and Full speed positions at the Ahead side ofneutral position of lever llS and topermit operation of said valve device to open the ahead control'pipe 8 to atmosphere in all other positionsof said lever.

The self-lapping speed control device tilt is provided to vary pressure of fluid in a speed controlpipe lfitato govern means, not shown in thedrawing and which form no part of the present invention, for varying the speed: or power outputof theengine in-proportion to the pressure of such fluid. By way of illustration the device Iiiii may be substantially like that fully disclosed in the copending application of Harry CI May, Serial No. 523,65, now: Patent No. 2,381,222, issued August 7, 1245, filed February 24, 19%, and assigned to, the assignee of the present application, and briefly comprises a control plunger I 35 :and means (not shown) operableuponzdisplacement of said-plungerirom a normal position,v in which it is shown in the drawing, into the deviceto provide fluid in pipe ISM/at a'pressure: corresponding to the degree ofasuch displacement. With plunger I85 in its normal or outermost position a minimum pressure of fluid such as atmospheric will be provided in pipe I64a which is adapted. to cause operation of the engine at idling speed.

The cam IE9 is provided for controlling the displacement of plunger I85 and is operatively connected thereto through the medium of-one end of-"an arm I86 the opposite end of which is fulcrumed torock on a pin I81; The cam I69 iscsov designed. (Fig. 4')' as to allow the plunger 13 I85 to remain in its normal position shown in the drawing with the operators control lever I15 in any position between and including the two .Idle positions, and is operable upon movement of the lever beyond either of said Idle positions to depress the plunger I85 a degree in proportion to the extent of such movement. The maximum displacement of plunger I85 into the device, and, therefore, the maximum pressure of fluid will be obtained in the speed control pipe lead upon movement of the operators control lever to either of the Full speed positions.

'One end of plunger I66 is operatively connected to one end of a lever I99, the opposite end of which is fulcrumed on a pin I9I secured in the casing, while an intermediate portion of said lever contacts the release valve stem 36 of the starting valve device I59. These parts are so arranged and designed that movement of plunger I56 in response to movement of the operators control lever I15 to either Start position, i. e., into either of the recesses I82 or I83, will operate the start valve device I59 to supply fluid under pressure to the starting control pipe IIII, while with said lever out of the recesses I82 or I83 said valve device will operate to release fluid under pressure from pip-e II] I.

The opposite end of plunger I55 is operatively connected to one end of a lever I93 the opposite end of which is fulcrumed on a pin I94 secured in thecasing. An intermediate portion of lever I93 contacts the release valve stem 36 of the stop valve device I58 and the parts are so arranged that upon movement'of lever II into recess I8I the longitudinal movement of plunger I66 will operate the stop valve device E58 to supply fluid under pressure from the supply pipe I62 to pipe I65. With the operators control lever I out of recess IIiI the plunger I56 will be positioned to effect operation of the stop valve device I53 to open pipe use to atmosphere.

The parts of the apparatus so far described are substantially identical to corresponding parts of the control apparatus fully disclosed in the patent to Roy R. Stevens hereinbefore referred to. According to the invention I associate with this apparatus a starting interlock valve device 250 arranged to be controlled by pressure of fluid in pipe 69, which also controls the fuel cut-on valve device 59, for controlling communication between pipe IQI from the start valve device I59 in the operators control valve device I55 and pipe 5 leading to the starting air valve device 5 and to the directional control valve device I20.

The starting interlock valve device 200 comprises a casing having a chamber ZIII open to atmosphere through a port 202 and containing a valve 253. The valve 203 is provided with a fluted stem slidably mounted in a bore through a wall separating chamber from a chamber 204 and said valve is arranged to control communication between said chambers. A spring 205 in chamber 2M acts on valve 293 for urging it to its closed position shown. The stem of valve 283 extends into chamber 204 and therein engages in the sleeve 209 to a cavity 2I3 encircling the 14 sleeve. Cavity 2I3 is in constant communication with pipe IIII, and chamber 204 containing the valve 255 is in constant communication with the pipe 6.

Above the end of sleeve 209 the plunger 208 i provided with an enlarged cylindrical portion 2 I4 which is slidably mounted in the casing. The upper open end of portion 2M is closed by a cap 2!?) and slidahly mounted within said portion is a plunger lit. The plunger 2H5 has a stem 2iI freely extending through an axial bore in plunger 2&8 and engaging the end of stem 20'! opposite valve 2%. Also contained in the portion are is a spring 2H3 which acts on the plunger H5 in a direction to move plunger 208 out of seating relation with valve 285. The pressure of spring 2E5 is less than the opposing pressure of spring 265 on the valve 283.

The cap 2I5 constitutes a follower which engages one side of a flexible diaphragm 2I9 which is clamped around its edge in the casing. The diaphragm 2I5 forms at the side containing the cylindrical portion 2M of the plunger one side of a chamber 225 which is in constant communication with atmosphere as by way of a port 220a. At the opposite side of diaphragm 2| 9 is a pressure chamber 224 which is open to pipe 55. A spring 22I in chamber 220 acts on diaphragm 2 IS in opposition to pressure of fluid in chamber 224 with a force such as to require for example thirty pounds pressure in chamber 224 to overcome said spring and move the diaphragm out of the position in which it is shown in the drawing. A chamber 222 below the cylindrical portion 2M may be open to atmosphere through a port 223.

Operation In operation, let it initially be assumed that the operators control lever I15 is in its neutral position as shown in Fig. 2 of the drawing, in which position the ahead and astern valve devices I56 and I 51 will be in the position opening the ahead and astern pipes 84 and 85, respectively to atmosphere; the stop valve device I58 will be in the position opening pipe I64 to atmosphere, the start valve device I59 will be in the position opening pipe It! to atmosphere; and the plunger I35 of the speed control valve device I55 will be in the normal position shown in the drawing.

Let it further be assumed that the engine is stopped from previous operation in an astern direction, under which condition the power piston II will be occupying the position shown in the drawing for positioning the reversing shaft I for operation of the engine in the astern direction. With the power piston II thus positioned the parts of the reversing interlock structure 92 will occupy the position in which they are shown in the drawings, opening pipe 95 to pipe 84 and thence to atmosphere through the operators control valve device I55, and also opening pipe 95 to atmosphere through the astern interlock valve device 95. Pipe 98 will therefore be open to atmosphere by way of pipe 96, and since pipe I64 is open to atmosphere through the stop valve device I58 in the operators control valve device, pipe 55! will also be open to atmosphere by way of pipe I54.

With pipe 59 open to atmosphere the diaphragm chamber 22% in the starting interlock valve device 258 will be open to atmosphere under which condition spring 22! will position diaphragm 2I9 and plunger 268 as shown in the drawing; spring 205 will seat the valve 203, While spring 2 lfi willtmaintainvalve 255 in contact. with.

the stem ,of valve-203 and out of contact with the end of plunger 208. Thus. with the control pipe- 69 open to atmosphere, as just described, the starting. control pipe IEH will be connected to pipe 6 and since pipe IIH is open to atmosphere through the starting valve device I55, in the operatorscontrol valve device, pipe will also be vented under which condition the parts of the starting air valve device 5 will occupy the position inwhich they are shown in the drawing closing communication between the starting air supply pipe I and pipe 3 and opening the latter pipe to atmosphere.

With pipe 5 open to atmosphere piston chamber I59 in the directional control device will be vented so that the disc i l? will be freed from the end of crank shaft 9 and the parts of the astern and ahead valve devices IZQ-and 225 will assume thepositicns shown in the drawings due to-the seating action of springs 529 on the valves I26 exceeding the opposing pressure of springs I39 on the respective release valves i235, and plungers I32 will therefore be urged out of. contact with the respective release valves and move the lever I42 to its neutral position in which it is shown inthe drawing.

With the release valves I in the directional control valve device open as just mentioned, the latch piston chamber I6 in the fuel cut-ofi valve device BI] willbetopen to atmosphere by way of pipe TI, past the double check valve !2 i, through passage I22 and past the release valve I39 in the astern valve device I24. Inthe fuel cut-off valve device 60 spring 79will therefore be effective to urge the latch 13 into contact with the piston rod 61.

Let it further be assumed that piston 66 and rod 6'! in the fuel cut-off valve device 56 are positioned as shown in the drawing holding thefuel control lever or arm 3 in'the position for cutting off the supply of fuel to the'engine and in which position latch I3 will interengage with said rod within recess 'M to maintain the fuel out of? with fluid released from piston'chamber 58' by way of pipe 69 as above described. Themanner in which piston 65 is operated to cut oi? the supply of fuel to the engine and in'whichlatch' I3 is rendered eiTective as just described will be apparent from description to follow.

With rod 67 in the fuel cut-ofi'valve' de'vicein the position just described the interlock valve devices 82 and 83 will be conditionedto open pipes t5 and 55 to pipes 85 andtt; respectively, which latter pipes are open to the atmosphere through the valvedevic'es ESI-andv I58 inthe operators control valve device as above described. With pipes 65 and 55 thus open to atmosphere the parts of the astern pilot valve device Ifiand of the ahead pilot valve device 2I associated with the fluid motor I0 will assume the positions in which they are shown in the drawing to open chambers I3 and I2, respectively, at opposite sides of the power piston II to atmosphere.

Let it further be assumed that pipe 48'is supplied with fluid at the desired pressure from any suitable source. Fluid thus supplied to pipe 48 will flow to chambers 28 in the astern pilot valve device I9 and in the ahead pilot valve device 2i associated with the fluid motor I9, and also to the reducing valve device I53 which will then operate to supply fluid at the desired reduced pressure to pipe I62. Fluid supplied to pipe I52 will then flow to chambers 28 in the ahead and astern pilot valvedevices I56 and IE1, respectively, in the stop valvedevice 158 and in the start valve device I59 and also to the speed control device see in the operators control valve device I55.

With the control apparatus conditioned as just described, if the operator desires to start the engine in the direction of its last operation, that is, in the astern direction in the present instance, he will move lever I15 from neutral position in the Astern direction to Idle position adjacent recess I83 and then, if desired, directly into said recess. This movement of lever I15 to the Astern? Idle position will effect operation of the astern valve device I5! to supply fluid under pressure, to the astern control pipe 85, while movement of the lever into recess I83 will ei fect operation of the starting valve device I59 to supply fluid under pressure to pipe itil leading to the starting interlock valve device 255.

Fluid under pressure thus supplied to the astern control pipe 85 will flow to the supply valve chamber I2? in the astern valve device I24 in the directional control valve device I29 but the respective supply valve I28 will be closed at this time. Fluid supplied to the astern control pipe 85 will also flow to the astern interlock valve device 9 3 in the reversing interlock structure 92 but the supply valve 24 in this valve device is also closed at this time. Fluid under pressure supplied to the astern control pipe 85 will also flow to the interlock valve device 83 in the fuel cut-off valve device-50 and since at this time the respective supply valve 83 is open fluid under pressure will flow from pipe 85 to pipe as and thence past check valve fi3therein to timing chamber 55 and to diaphragm chamber l in the astern pilot valve device I9 carried by the bracket 28.

When the pressure of fluid thus provided in the timing chamber 56 and in diaphragm chamber t l'of the astern valve device I9 becomes increased to the chosen degree such as 60 pounds above mentioned, it will overcome the opposing pressure of spring 45 on diaphragm 43 and deflect said diaphragm to its lower position to operate the supply and release valve structure 23 to supply fluid under pressure from pipe 48 to passage 5! leading to pressure chamber I3 at the right-hand side of the power piston II. With pistonv II in the astern position, shown in the drawing, the pressure of fluid thus provided in pressure chamber l3 will be without effect; it being noted that reversing. shaft I is already in the position of previous operation of the engine to provide for operation in the same or astern direction.

When the operators control lever I15 is moved from its neutral position into the starting recess 483 to effect starting of the engine in its last or astern direction of operation, pipe 59 will remain at atmospheric pressure by way of pipe 555 and past the open release valve 3c in the stop valve device I58 in the operators control valve device. With pipe 69 thus-open to atmosphere, the parts of the startingv interlock valve device 201 will be r in the position shown in the drawings, so that direction of last operation, fluid under pressure will be supplied to chamber I5I in the starting air valve device 5 and when this pressure is in-.

creased to the chosen degree, such as forty pounds, said device will be operated to supply engine starting air from pipe 1 to pipe 8 and thence to the starting mechanism of the engine. The engine will then start to turn under the pressure of starting air provided through pipe 8 and in the direction determined by the position of the reversing shaft I, or in the astern direction in the present instance.

When fluid under pressure is supplied to pipe 6 to effect starting of' the engine as just mentioned, fluid from said pipe will also flow to chamber I50 in the directional control device I26 and therein act on plunger I48 to move disc I41 into frictional contact with the end of the crank shaft 9. Then as soon as the engine crank shaft 9 starts to turn under the pressure of starting air supplied through pipe 8 and in the direction determined by thereversing shaft I, said turning will rock disc I41 in a corresponding, or counterclockwise or astern direction, as viewed in Fig. 1a, and turn lever I42 in a clockwise direction about its connection with pin 'I 4 I. r

In the astern valve device I24, this rocking o lever I42 in a clockwise direction will move plunger I32 into seating contact with release valve I36 and then act through said valve to unseat the respective supply valve I26, whereupon fluid under pressure from the astern control pipe 85 will flow past said supply valve to passage I22 and thence to the upper end of the double check valve I2I. With the double check valve I2I already in the position shown in the drawing, fluid under pressure supplied to passage I22 will flow past said check valve to pipe 11 and thence to pressure chamber 16 below the latch piston and when this pressure becomes suificient to overcome the opposing force of spring 19 said piston will be moved in a direction away from rod 61 for thereby withdrawing the latch 13 from the recess 14. At this time piston chamber 69 is open to atmosphere by way of pipe 69, so that as soon as latch 13 is withdrawn from recess 1% spring 12 will move piston 66 and thereby rod 61 to the position defined by contact between said piston and cover 65, and this will permit movement of the fuel control lever 3 from its fuel cut-off position to the position indicated by line 4 for supplying fuel to the engine. With the engine already turning under pressure of starting air provided through pipe 8, this supply of fuel to the engine will allow the engine to fire and then run on fuel. 7 1 7 After the engine is running on fuel the operator will move lever I15 out of starting recess I83 into slot I19 and if the lever is allowed to remain in the adjacent Idle position the engine will then continue to run on fuel at a minimum or idling speed. 7

Movement of the operators control lever out of recess I83 into slot I19 will also effect operation of the starting valve device I59 to release fluid under pressure from pipe HM and thereby from the connected pipe 6, so that the starting valve device 5 will operate to out off the supply of engine starting air to pipe 8. This release of fluid under pressure from pipe 6 will also result in release of fluid under pressure from piston chamber I50 in the directional control valve device I20, whereupon the friction disc I41 will free itself from the revolvin crank shaft 9. The parts of the directional control valve device I will then open the latter two pipes to atmosphere.

opening of pipe 55 to atmosphere at this time is return to the positions in which they are shown in the drawing under the action of springs I29 valve device I24 whereupon spring 16 will move latch 13 against the piston rod 61 so that it maybecome effective to hold said rod in the position for cutting off the supply of fuel to the engine. upon a subsequent movement ofsaid rod and of.

piston 66 to suchposition.

With the engine now running on jacent recess I83 in the direction of the legend Astern (Fig. 2) for thereby effecting operation of the self-lapping valve device I68 to provide fluid at the proper pressure in the speed control pipe I64a, as hereinbefore described. I

When pistons 66 and rod 61 in the fuel cut-01f valve device 60 are returned to the position defined by contact between said piston and cover 65 the interlock valve devices 82 and 83 will be operated to close communication between pipes 84 and 85, and 55 and 45, respectively, and to The immaterial sinceit is void of fluid under pressure as will be apparent from the above description, but the opening of pipe 45 to atmosphere will permit release of fluid under pressure from the timing chamber 56 and diaphragm chamber- 44 in the astern valve device I9 at a rate determined by the flow capacity of choke 64 in the check valve device 62 with respect to the volume of said chambers. This rate is such as to maintain the astern valve device I9 in the condition supplying fluid under pressure to pressure chamber I3 for a certain interval of time, after which the pressure in said chambers will become sulficiently reduced for spring 46 in the astern valve device I9 to move diaphragm 43 to its upper position and permit operation of the valve structure 23 to close communication between the fluid pressure supply passage 48 and pressure chamber I3 and to open said chamber to atmosphere for releasing actuating fluid pressure from said chamber. One reason for thus delaying th release of fluid under pressure from chamber I3 is to maintain pressure on the power piston for a sufficient period of time to insure complete movement. thereof into engagement with the pressure head I5 and thereby proper positioning of the reversing control shaft I when reversing the engine as willbe later described.

If the operator desires to stop the engine when it is operating in the astern direction he will move the control lever I15 back to neutral position to permit'operation of the astern valve device I51 to open the astern control pipe 85 to atmosphere. The operator will also shift the lever I15 into recess I8I for operating the stop valve device I58 to supplyfluid under pressure to pipe I64. Fluid thus supplied to pipe I64 will flow through the double check valve device 99 to pipe 69 and to piston chamber 68 in the fuel cut-off valve device 60. The pressure of fluid thus obtained in chamber 68 will then move piston 66 and rod 68 tothe position defined by contact between said piston and shoulder 1|] and this movement will move the fuel control lever 3 to the fuel cut-ofl position shown in the drawing, for thereby cuttingofifuel in the astern direction at an idling speed the operator. may accelerate the engine to any'desired degree by moving lever I15 from the Idle position adthe supply of fuel to the engine, whereupon the;

engine will stop.

When rod 61 of the fuel cut-off valve device obtains the position shown in the drawings the latch I3 will be moved by spring I9 into the recess I4 in said rod. The operator may then move the control lever II5 out of the recess I8I back into slot II9. to effect operation of the stop valve device I58 to release fluid under pressure from chamber 68 in the fuel cut-off valve device 60, since the latch I3 will hold rod 61 in the position for maintaining the supply of fuel to the engine cut off.

It should also be noted that when the operator moves lever I'I5 to Stop position for supplying fluid under pressure to pipe 69 to eflfect operation of the fuel cut-on device 6!], a portion of this fluid will flow to. diaphragm chamber 224- in a starting interlock valve device 200. When the pressure in chamber 224 is then increased to a degree (thirty pounds) suflicient to overcome the opposing force of spring 221 said diaphragm will act to move sleeve 288 relative to and into contact with the valve 206 for closing communication between pipes [Ill and 6. After the sleeve 208. contacts the valve 20.6 a further deflection of diaphragm 2I9 by pressure of fluid in chamber- 224 will act through said valve to. unseat. the valve 203 against the pressure of spring 205 to thereby open pipe 6 to chamber 20I and thence to atmosphere. When subsequently the pressure of fluid in pipe 69, and thereby diaphragm chamber 224. is, dissipated by movement of the operators control lever I15 out of the recess I.8I. into slot I19, the spring 205. will seat the valve 203 and spring 22I- will return the diaphragm 2J9 and sleeve 208 to, the position shown in the drawing in which the valve 206 is. open.

This operation of the startin interlockvalve device 200 to first disconnect pipe I-IlI. from pipe 6 and to connect the latter to atmosphere and to. then reconnect said pipes upon movement of the operators control lever, respectively, to Stop position and then, out of said Stop position into recessv I19 is immaterial and With-1 out, effect when merely stopping the engine. However, it is, very important. in restartin the engine in the same direction it. last, operated, as: above described, since with valve 286 open establishing the communication between pipes IOI and 5, the starting air valve device 5 will promptly operate. to. supply starting air to pipe 8 for starting the engine upon movement of the operators control lever I'I.5, to the proper Start position (Astern Start in the above description) so as to obtain starting of the, engine in.

the shortest possible time.

With the engine stopped from, last operation in an astern direction, if the operator should desire to start the engine in the ahead direction he will move lever I15 from its, neutral position in the direction of the legend Ahead first to the Idle position and then to the Start position in recess I82. This operation of lever [15 will operate the ahead control valve device I56 to supply fluid under pressure to the ahead pipe 84 while permitting the astern control. valve device IE? to remain in the condition opening the astern pipe 85 to atmosphere. This opera.- tion of lever I15 Will also operate the starting valve device I579 to supply fluid under pressure to pipe I 0| leading to the starting interlock valve device 200.

Fluid pressure thus supplied to the ahead pipe 84 will flow to the reversing interlock structure 92.- and past the. open valve 24, of the interlock valve device 93 therein to pipe s5 and thence past the double check valve 91, through pipe 98, and past the double check valve 9.9 to pipe 69 leading to chamber 68 in the fuel cut-ofl valve device 60 and to chamber 224 in the starting interlock valve device 205. The parts of the fuel cut-off valve device 69 bein in their fuel cut-ofi position, as shown in the drawing, the pressure of fluid thus provided in chamber 58 Will be Without efiect.

Fluid pressure supplied to the ahead pipe 84 as above mentioned will also flow past the open valve 86 in the interlock valve device 82 associated with the fuel cut-off device 60 to pipe 55 and thence to timing volume 51 and chamber 44 in the ahead pilot valve device 2I in the reversing fluid motor I0, it being noted that this supply of fluid to chamber 44 occurs at the same time as fluid is supplied to chamber 224 of the starting interlock valve device 266.

When the pressure of fluid in chamber 224 of the starting interlock valve device 200. is increased to the chosen degree of 30 pounds above mentioned the diaphragm 2I9 Will deflect against spring 22! and thereby move sleeve 20B relative to and into contact with valve 295 for closing communication between pipe IDI, which is supplied with fluid under pressure at this time by the starting valve device I59 in the operators control device, and pipe 5 leading to a starting air valve device 5. Further movement of sleeve 298 by diaphragm 2I9 will then act through valve 206 to open valve 203 so as to open pipe 6 to atmosphere.

It will thus be seen that when the operators control lever I15 is moved from neutral position to the Ahead Start position the starting interlock valve device 200 Will operate just as soon as the chosen degree of pressure (thirty pounds) is obtained in diaphragm chamber 224, but prior to such operation for closing valve 206 there may be a slight flow of fluid under pressure from pipe IOI to pipe 6. The pressure (forty pounds) of spring I52 on piston H9 in the starting air valve device 5 is however sufiicient to prevent operation of said device to supply starting air to the engine starting pipe 8 by the fluid pressure which may be thus obtained through pipe 6 in piston chamber I5I.

As above mentioned, fluid pressure is supplied to diaphragm chamber 44 in the ahead pilot valvev device 2I at the same time as fluid is supplied to cause operation of the starting interlock device 203, but since spring 43 opposing pressure of fluid in said chamberis such as to require an increase in pressure in said chamber to a degree higher (sixty pounds) than required to deflect diaphragm ZIQ in the starting interlock valve device 206, said. pilot valve device will not operate until after said interlock device 0perates to open pipe 6 to atmosphere, so as to thereby insure that starting air will not be supplied tothe engine upon initiating a reversal in the d'rection of engine operation, until after the engine reversing control shaft I' has been conditioned to permit operation of the engine in the reversing direction i. e. in the ahead direction in the present instance, as will become apparent from the description to follow.

When the pressure of fluid in. diaphragm chamber 44 in the ahead pilot valve device 2| becomes increased to a degree sufiicient to overcome the opposing pressure of spring 46,, diaphragm 43 will be deflected against, said spring to eflect operation of said device. to supply fluid under pressure 21., from supply pipe 48 to passage 54. and thence to piston chamber I2 in the motor I9. Chamber I3 at the opposite side of piston II is at this time open to atmosphere by way of the astern pilot valvedevice I9 since the astern control pipe 85 is open to atmosphere through the operators control valve device I55, as above described. Thus when the pressure of fluid in piston chamber I2 is increased to a suflicientdegree said piston will move toward and finally into contact with pressure head I5, and during such operation will turn the engine reversing control shaft I to the position to provide for operation of the engine in the ahead direction.

As the reversing piston II moves from its astern position, in which it is shown in the drawing, to its ahead position in contact with pressure head I5, its initial movement will cause operation of the astern interlock valve device 94 to establish communication between pipes 95 and 96 which is immaterial at this time but which is necessary for subsequent starting of the engine in the astern direction. The final movement of piston I I just before it contacts the pressure head I5 will operate the ahead interlock valve device 93 to interrupt the communication between the ahead pipe 84 and pipe 95 and to vent pipe 95 to atmosphere, it being noted that the supply of fluid to pipe 95 and thus to diaphragm chamber 224 of the starting interlock device 299 by way of thedouble check valve devices 91 and 99 is therefore maintained until the reversing piston I Isubstantially obtains its ahead position in contact with pressure head I5 and until the engine reversing control shaft I- is in or substantially in its ahead position.

When pipe 95 is open to the atmosphere as just described fluid under pressure will be released from chamber 224 in the starting interlock valve device 299 through said pipe, and when the pressure of fluid in said chamber is thus sufficiently reduced spring 22I will return the diaphragm 2 I 9 and sleeve 298 to the position in which they are shown in the drawing which will permit closing of valve 293 by spring 295 and opening of valve 296 by spring 2I8. Fluid supplied to the starting air pipe I9I by operation of the starting valve device I 59 with the operators control lever in Start position in recess I 82 will then flow to pipe Band thence to the starting air valve device 5 and cause operation of the latter device to supply engine starting air to pipe 8 to initiate turning of the engine under the influence of such starting air. Fluid pressure supplied to pipe 6 will also flow to piston chamber I59 in the directional control valve device I29 and move the disc I41 into frictional contact with the end of the crank shaft 9so that said disc will turn in the direction of operation of the engine.

.Fluid supplied to the ahead pipe 84 with the operators control lever in the Ahead, Idle and Start positions will also flow to chamber I21 in the ahead va ve device I 25 of the directional control valve device I29, but the respective valve I26 will be initially closed. As soon as the engine starts turning in the ahead direction under the influence of starting air supplied by the starting air valve device 5, the rotation of crank shaft 9 will turn the disc I41 in a clockwise direction, as viewed in Fig. la, and thereby rock lever I42 in a counterclockwise direction to effect operation of plunger I35 to close valve I 39 and open valve I26 in the ahead valve device I25. In

the ahead valve device I25 fluid pressure will then flow from chamber I21 past valve I26 to passage I23 and thence to the lowerend of the double check. valve I2l, and since passage I22 open to the upper end of a double check valve I2! is at this time subject to atmospheric pressure past the open valve I39 in the astern valve device I24, the pressure of fluid provided in passage I23 will shift the double check valve l2I to its upper position. closing communication between pipe 11.

and passage I22 and opening said pipe to passage I23. Fluid under pressure will then flow from passage I23 to pipe 11 and thence to chamber 16 beneath the latch piston 15 and when the pressure of fluid in said chamber is thus increased to a degree sufficient to overcome the opposing pressure of spring 19 the piston 15 will operate to draw the latch 13 out of engagement with rod 61. Spring 12 in the fuel cut-01f valve device will then move said rod 61 and piston 66 to the position in contact with cover 65 so as to permit movement of the fuel control shaft 2 and lever 3 from the fuel cut-off position to the fuel supply position indicated by line 4 for thereby supplying fuel to the engine. Withthe engine turning the engine will then fire on the fuel supplied.

As soon as the engine has fired on fuel the operator will move the control lever I15 out of the recess I82 to the adjacent Idle position to thereby effect operation of the starting valve device I59 to release fluid under pressure from pipe I9I and thus from pipe 6 and the starting air valve device 5 to permit operation of said starting air valve device to cut off the supply of starting air to the engine. With the engine running on fuel it will then continue to operate at an idling speed with the operators control lever I15 in the Ahead Idle position cutting off the supply of starting air to the engine. When fluid under pressure is released from pipe 6 as just mentioned fluid will also be released from chamber I59 in the directional control device I29 to permit disc I41 to free itself from the end of the crank shaft. The parts of the directional control device will then return to the position in which they are shown in the drawing and in which pipe 11 will be opened to atmosphere past the release valve I39 in the ahead valve device I25. Fluid under pressure will therefore be released from the latch piston chamber 16 so that spring 19 will again move latch 13 into contact with rod 19.

When the fuel cut-off valve device 99 operates to permit movement of the fuel control lever 3 to its fuel supply position as above described, the associated interlock valve device 82 will operate to close communication between the ahead pipe 84 and the ahead control pipe 55 and to open the latter pipe to atmosphere. Fluid under pressure will then be released from chamber 44 in the pilot valve device 2I and said device will operate to release fluid under pressure from chamber I2 in the reversing motor I9 ,to thereby relieve said motor and the engine reversing control shaft of actuating force after said shaft has obtained the selected position. After the engine is running on fuel the operator by suitable adjustment of the control lever I15 between the Idle and Full speed positions at the Ahead side of Stop position may cause operation of the speed control device I 69 to obtain any desired degree of speed of the engine.

. From the above description of starting the engine in the ahead direction, from previous operation in the astern direction, it will be noted that the operation of the starting interlock valve device 299 prior to operation of the ahead pilot valve device 2| prevents the supply of any starting air to the engine until after the engine is con- 25 ditioned for operation in the ahead direction. With the engine operating in the ahead direc tion if the operator desires to stop the engine he will move the control lever I15 to the Stop position to thereby actuate the stop valve device I58 to supply fiuid under pressure to pipe I64. Pipe 98 is at this time open to atmosphere through the interlock valve device 93 'of the reversing interlock structure 92 as above described, so that fluid supplied to passage i54 will flow to pipe 69 and thence to piston chamber 68 in the fuel cut-01f device 68. The pressure of fluid thus provided in chamber t8 will actuate piston 56 and rod 51 to move the fuel control lever 3 to its fuel cut-off position to thereby out off the fuel supply to the engine whereupon the engine will stop. It will be noted that fluid pressure supplied to pipe 69 will also flow to chamber 224 in the starting interlock valve device 2022 and effect operation of said device, but such operation is immaterial and without effect at this time since the starting control pipe IB'I is open to atmosphere through the starting valve device I59 in the operator's control valve device I55.

As soon as the engine comes to a stop the operator may move lever I15 out of the Stop position into the adjacent portion of slot I19 to thereby eiiect operation of the stop valve device I58 to release fluid under pressure from pipes I64, 69, and thereby from piston chamber 68 in the fuel cut-off device 55 and from chamber 224 in the starting interlock device 298. Pipe 11 is at this time open to atmosphere as above described so that when rod 6? in the fuel cut-01f valve deviceis moved to its fuel cut-off position, spring 19 will actuate piston 15 to move latch 13 into interlocking engagement with said rod. Thus the rod 6? will remain in the position for holding the fuel cut-off lever 3 in its fuel cutoff position when fluid under pressure is vented from chamber 58. When fluid is vented from chamber 221% in the starting interlock valve device 200 the parts of said device will also return to the position in which they are shown in "the drawing.

When the operators control lever H is operated. to effect stopping of the engine from operation in the ahead direction as just described, the operation or the fuel cut-on piston 66 to cut oif the supply of fuel to the engine will also effect operation of the interlock valve device 82 to re establish communication between the ahead control pipe 55 and the ahead pipe 84 which latter part is vented at this time through the ahead I valve device I55 in the operators control valve device, and to also reestablish communication between the astern control pipe 45 and the astern pipe 85 which also is vented at this time through the astern valve device I 5? in the cperato'rs control valve device.

With the engine stopped from last operation in an ahead direction, if the operator new cl'esires to restart the engine in the ahead di'rec tion he will again move lever I into the starting recess I82 and this operation will effect operation of the ahead valve device I 56 to again supply fluid under pressure to the ahead control pipe 84, and will also effect operation of the starting valve device I59 to su ply fluid under pressure to pipe Ifll.

Fluid pressure thus supplied to the ahead ipe 86 will flow through the interlock device 82 associated with the fuel cut-oii valve device 60 to cause operation of the pilot valve device 2'I associated with the reversing motor In to re supply fluid under pressure to chamber I2, but such flu-id will be without efie'ct in said motor since piston II and thus the engine reversing control shaft 1 are already in the ahead position. With piston II in the ahead position com munica-tion between the ahead pipe 8 1 and pipe 95 will be closed and the latter pi e will be open to atmosphere and thus charr iber 68 in the fuel cut 'off'device 60 and chamber 221! in the starting interiock device 200 will also be open to atmosphere. Fluid pressure supplied to pipe IOI by operation of the operators control valve device will therefore be permitted to promptl flow to pipe 6 and thence to the starting air valve device 5 and cause operation thereof to supply starting air to the engine to initiate turning thereof in the ahead direction.- 'I-h'- fluid pressure Supplied to pipe 6 will also cause operation of the directional control device I20, upon starting of the engine to turn, to supply fluid under pressure from the ahead pipe 84 to pipe 11 through which it will flow to chamber 16 in the fuel cut-oil? device 6'9 and therein act to cause operation of t piston 15 to withdraw latch 13 from shaft 61.

Spring 12 will then move piston 65 and rod 61 to the right-hand position to permit movement of the fuel control shaft 2 and lever 3 to their fuel supply position for supplying fuel to the engine. After the engine fires and is running on fuel supplied thereto the operator will then move lever I15 out of the starting recess I82 into the adjacent portion of slot I19 for e'iiecting operation of the starting valve device I59 to open pipe IIlI to atmosphere for thereby causing operation of the starting air valve device '5 to cut off the supply of starting air to the engine. With the engine now running on fuel and the supply of starting air out off, the operator by suitable adjustment of his control lever I15 may cause operation of the engine in the ahead direction at any desired speed as previously described.

With the engine running in the ahead direc tion let it now' be assumed that the operator desires to reverse the direction of engine operation in as short a period of time as possible. To accomplish this he will move lever I15 from the Ahead side of "Stop" position into the starting recess I83 at the opposite or "Ast'ern" side of Stop position, without any hesitation in the neutral or Stop position.

This movement of lever I15 will cause opera tion of the as'tern valve device I51 in the o' crators control valve device to supply fluid under pressure to the astern pipe 85, while allowing the ahead valve device I 56: to maintain the ahead pipe 84 open to atmosphere, and the starting valve device I59 will also be operated to supply fluid under pressure to pipe I51. Fluid thus supplied to the astern pipe 85 will flow through the interlock valve device- 94 associated with the reversing interlock structure 92 to pipe 96 and with pipe 95 vented, fluid will flow from pipe 96 to pipe 98 leading to the double check valve device 99. Pipe I64 is at this time vented through the stop valve device I58 associated with the operators control valve device, so that fluid will flow from pipe 98 to pipe 69 and thence to piston chamber 68 in the fuel cut-off valve device 65' and also to piston chamber 224 in the starting interlock device 200. The pressure of fluid thus provided in chamber 68 will movepiston 66 and rod 51 to the position in which they are shown in the drawing for thereby moving the fuel con trol lever 3 to its fuel cut-off position to out off the supply of fuel to the engine so that it may stop from operation in the ahead direction. Pipe 11 is at this time open to atmosphere through the ahead valve device I25 in the directional control device I20, so that when rod 51 in the fuel cut-off valve device obtains its fuel cut-off posi tion, spring 19 will move latch 13 into interlocking engagement with said rod to secure same in said position.

When the pressure of fluid supplied through pipe 69 to chamber-224 in the starting interlock valve device 200 is increased to the chosen degree of thirty pounds above described, said device will operate to close communication between pipe 6 and pipe IOI, which is supplied with fluid under pressure at this time by the starting valve device I in the operators control device, .so as to prevent operation of the starting air valve device 5 to supply starting air to pipe 8 and thence to the engine.

With the fuel cut-off device 60 in the fuel cut-ofi position shown in the drawing, fluid supplied to the astern pipe 85 will flow through the interlock valve device 83 to the astern control pipe 45 and thence to chamber 56 and diaphragm chamber 44 in the astern pilot valve device I9 associated with the reversing motor I0. When the pressure of fluid in chamber 44 is then increased to a sufficient degree (sixty pounds) to overcome the opposing pressure of spring 45 in the astern pilot valve device, saiddevice will operate to supply fluid under pressure to chamber I3 at the right-hand side of the reversing piston II.

1 in the ahead valve device 94 communication will be reestablished between the ahead pipe 84 and pipe 95. With pipe 95 thus open to atmosphere,

fluid under pressure will be released from piston chamber 68 in the fuel cut-off valve device 60 and from chamber 224 in the starting interlock valve device 200. The latch 13 is at this time still in interlocking engagement with rod 61 so that the parts of the fuel cut-01f valve device 60 will remain in their fuel cut-off position in which they are shown in the drawing. When however the pressure of fluid in diaphragm chamber 224 in the starting interlock device 200 is sufficiently reduced spring 22I will return the diaphragm H9 and sleeve 208 to the position in which they are shown in the drawing to permit closure of valve 203 and opening of valve 206. Fluid present in pipe IOI at this time will thenflow to pipe 6 and thence to the starting air valve device 5 to cause operation thereof to supply starting air to the engine. If the engine is still turning in the ahead direction this starting air supplied to pipe 8 will become effective as a-brake in the engine to im mediately stop same and to then restart the engine in the reverse or astern direction, as determined by the astern position of the engine reversing control shaft I.

Fluid under pressure supplied to pipe 6 by operation of the starting interlock valvecdevice 200 as Chamber I2 at the opposite side of piston II is at this time open to atmosphere 2e just described will also flow to piston chamber I 50 in the directional interlock valve device I20 and therein'act on piston I48 to move disc I41 into frictional engagement with the end of the crank shaft 9. If at the time this occurs the engine is still operating in the ahead direction the disc I41 will be turned in a clockwise direction as viewed in Fig. 1a and thereby operate the associated ahead valve device I25 to establish communication between pipe 84 and passage I23, while allowing the parts of the astern valve device I24 to remain in the position in which they are shown in Fig. 1a closing communication between the astern pipe 85 and passage I22. Since the ahead pipe 84 is open to atmosphere through the operators control valve device I55 at this time this operation of the directional control device will be without effect. However as soon as the engine comes to a stop and then starts to turn in the astern direction the friction disc I41 will turn in a corresponding or counterclockwise direction as viewed in Fig. 1a and thereby operate the astern valve device I24 to open communication between the astern pipe 85 and passage I22. Fluid under pressure will then flow from the astern pipe 84 to passage I22 leading to upper end of the double check valve I2 I. Passage I23 leading to the lower end of the double check valve I2I is at this time open to atmosphere through the ahead valve device I25, so that pressure of fluid present in pas sage I22 will shift the double check valve'I2I to its lower position and. then become effective throughpipe 11 in chamber 66 below the latch piston 15. The latch piston 15 will thereby be moved against spring 19 to 'withdraw latch '13 from interlocking "engagement with rod 51. Spring 12 will then move rod 61 and the piston 66 to the position defined by contact with cover 65, so that the fuel control lever 3 may move from its fuel cut-off position, in which it is shown in the drawing; to its fuel supply position indicated by the line 4. Withthe engine turning under the influence of starting air the engine will then fire on the fuel supplied thereto.

After'the engine fires'as just mentioned the operator will move lever I15 out of the starting recess I83 into the adjacent portion of slot I19. This movement of the operators control lever will effect'operation of the starting 'valvedevice I59 to cut off the supply'of fluid under pressure to pipe' IOI and to open said pipe to atmosphere. Since pipe 6 is open to pipe' IOI at this time fluid under pressure will be also released from pipe 6 to permit operation of the starting air valve device 5' to out off the supply of starting air to the engine and to also permit release of fluid under pressure from chamber I50 in the directional control device I20, so that the friction disc I41 may become disengaged from' the end of the crank shaft 9. The parts of the directional control de'- vice I20 will then return to the position in which they are shown in the drawing whereupon .pipe 11 will be open to atmosphere through the astern valve device I24 and fluid will therefore be released from the latch piston chamber 16.- Spring 19 will then move the latch 13 back into contact with the fuel cut-off 51 so that said latch may be effective to interengage with said rod in recess 14 upon subsequent stopping of the engine. With the engine now running on fuel and the supply of starting air cut off, the speed of the en; gine in the astern direction may be adjusted by operation of lever I15 in the manner above described. In the operation of the apparatus to. reverse the direction of operation of the engine'from ahead to astern it. will be noted that the starting interlock valve device 260 operates the same as in starting the engine from. stop, in a direction the reverse of last operation, to prevent all sup.- ply of starting air to the engine until after the engine is conditioned by operation of motor for operation in the new direction.

With the engine operating in the astern direction the operator by moving lever III- from the Asternf side of Stop position into the starting recess [82' at the Ahead side: of Stop position may obtain a reversal the direction of operation of the engine from astern to ahead, in a manner which will be readily apparent from the above description of reversal in direction of engine operation from aheadto astern, andv the starting interlock valve device 200 will operate the same manner to prevent any starting air being obtained through pipe 8 to the engine until after the engine reversing control shaft l' is cons ditioned to allow operation of the engine in the new or selected direction.

If, when. the operators' control lever H5 is operated to cause starting and operation of the engine in a direction the reverse of the direction of last operation, the reversing motor It. should fail to operate to condition the engine for operation in the new selected direction,v the starting interlock valve device 200 under influence of fluid pressure from either the ahead pipe 84 or the astern pipe 85, as the case may be, will maimtain pipe 6- disconnected from the starting control. pipe Hi! and open to atmosphere, so as. to

prevent starting air being supplied to the en,- gine. This is very desirable for at least two reasons, One reason is that if the reversing motor failed to operate in response. to operation of the operators control lever to stop the engine from operation in one direction and to start it in the opposite direction, and starting air were supplied to the engine it would prevent the engine from stopping and cause itto. continue to operate which, in case of boat propulsion, might cause the: boat to ramanother boat or object and result in property damage. The same result might also occur in starting the engine from stop in either d rection the reverse oil the direction last operated, since under such a condition if starting air were supplied to the engine it would cause operation of the engine in the direction opposite that intended. The starting interlock valve device. 200 however will prevent unwarranted supply of starting air to the engine under either of these conditions and thus. avoid possible damage which could arise therefrom.

In the above description of the engine control.

structure the terms ahead and astcrn have been used only for illustration and are to be considered as synonymous with respectively; forward and reverse, or one and opposite direction.

Summary From the above description it will now be seen that I have provided control apparatus of the general type disclosed in the aforementioned patent to Roy R. Stevens embodying means which will prevent starting air being supplied to cause starting of the engine except when desired. More specifically, the apparatus insures that starting air will not be supplied to the engine in reversing the direction of engine operation until after the engine is conditioned to operate in the reverse direction. The apparatus also prevents supply of starting an to the engine in case the engine reversing means including the motor [0 fails to operate as intended. Still further, the starting interlock valve device 296 normally opens communication between the starting control pipe [M and pipe 5 leading to the starting air valvedevice 5 so that in restarting the engine in the last direction of operation there will be no delay in. obtaining operation of the starting air valve device in response to operation of the operators control lever I15, whereby restartingof the engine under this condition will be obtained in the shortest possible time.

Having now described my invention, what I claim as new and desire to secure by Letters Patent 1. An apparatus for controlling, the supply of starting air to a reversible engine comprising in combination, reversing means operable upon supply of fluid at a certain pressure to a chamber to condition said engine for operation in a reverse direction, valve means arranged to control the supply of starting air to said engine and operable upon supply of fluid at a lower pressure to another chamber to prevent supply of starting air and operable upon release of fluid under pressure from said other chamber to permit supply of starting air to said engine, an operators control device operable to supply fluid under pressure to both of said chambers, and valve means controlled by said reversing means controlling the fluid pressure supply communication to said other chamber and operable by said reversing means upon. conditioning of said engine for operation in said reverse direction to close said communication and to open said other chamber to atmosphere for releasing fluid under pressure therefrom..

2'. An apparatus for controlling the supply of starting air to a reversible engine comprising in combination, reversing means operable upon supply of fluid at a chosen pressure to a chamber to condition said engine for operation in a reverse direction, means operative to prevent operation of said reversing means by fluid at a pressure lower than said chosen pressure, starting air control valve means operable upon supply of fluid under pressure to another chamber to prevent supply of starting air to said engine and operable upon release of fluid under pres sure fromsaid other chamber to supply starting air to said engine, means operable to render said starting air valve means operable to prevent supply of starting air to said engine by fluid in said other chamber atv a pressure lower than said chosen pressure, an operators control device operative to supply fluid under pressure to both of said. chambers, and valve means controlling the fluid pressurev supply communication between said operators control device and said other chamber and operable by said reversing means upon conditioning of said engine for operation in said reverse direction to close said communi'cati'on and to release the fluid under pressure from said other chamber.

3. An apparatus for controlling the supply of starting air to a reversible engine comprising in combination, reversing means operable by fluid under pressure in a chamber to condition said engine for operation in a reverse direction, starting air control valve means for said engine operable by fluid under pressure in another chamber to prevent supply of starting air to said engine and operable upon release of fluid under pressure from said other chamber to supply starting air to said engine, an operators control device operable to supply fluid under pressure to both of said chambers, and valve means controlling the fluid pressure supply communication between said operators control device and said other chamber and operable by said reversing means upon conditioning of said engine for operation in said reverse direction to close said communication and to release fluid under pressure from said other chamber.

4. An apparatus for controlling the supply of starting air to a reversible engine comprising in combination, a starting air valve device operable upon supply of fluid at a certain pressure to a chamber to supply starting air to the engine and Operable to cut oil the supply of starting air when the pressure of fluid in said chamber is of a lower degree, a starting control pipe, starting interlock means controlling communication between said pipe and chamber and operable upon supply of'fluid to a second chamber at a pressure lower than said certain pressure to close said communication and operable upon release of fluid under pressure from said second chamber to open said communication, reversing means for said engine operable upon supply of fluid to a thirdchamber at a pressure greater than said certain pressure tocondition said engine for operation in a reverse direction, means operable to prevent operation of said reversing means by fluid in said third chamber at a pressure less than said greater pressure, an operators control device having a start position and being operable therein to supply fluid under pressure to said second and third chambers and to said starting control pipe and having another position and being operable in said other position to cut off the supply of fluid under pressure to said starting control pipe, and valve means controlling the fluid pressure supply communication between said operators control device and said second chamber and being operable by said reversing means to close said communication and to release fluid under pressure from said second chamber upon conditioning of said engine for operation in said reverse direction.

5. An apparatus for controlling the supply of starting air to a reversible engine comprising in combination, reversing means operable to con-.

dition said engine for operation in a reverse direction, fluid pressure controlled valve means arranged to control the supply and the cut oil of the supply of starting air to said engine, an operators control device operable to eflect operation of said reversing means and to control pres- Sure of controlling fluid on said valve means, and interlock means controlled by said reversing means controlling the fluid control communication between said operators control device and said valve means, said reversing means being operable, during reversing operation thereof to condition said engine for operation in said reverse direction, to close said communication and to effect operation of said valve means to prevent supply of starting air to said engine, and being operable upon conditioning of said engine for operation in said reverse direction to open said communication.

6. An apparatus for controlling the supply of starting air to a reversible engine comprising in combination, reversing means movable to one position to condition said engine for operation in one direction and to a second position to condition said engine for operation in the opposite direction, an operators control device operable in one position to effect movement of said reversing means to its one position and operable in a second' position'to effect movement of said reversing means to its second position and being operable in both of its said positions to supply fluid under pressure to a pipe and being also operable to release fluid under pressure from said pipe, starting air control means arranged to be operable by fluid under pressure in a control chamber to supply starting air to said engine and upon release of such fluid pressure to cut off the supply of starting air to said engine, interlock means controlling a communication between said pipe and control chamber, and means controlled by said reversing means operable upon operation of said operators control device to either of its positions to effect reversing operation of said reversing means, and during such reversing operation, to effect operation of said interlock means to close said communication and operable upon movement of said reversing means to the position corresponding to that of said operators control device to open said communication.

'7. An apparatus for controlling the supply of starting air to a reversible engine comprising in combination, a starting control pipe, starting air supply means arranged to be operated by fluid under pressure from said pipe to efiect starting of said engine, starting interlock means controlling communication between said pipe and starting air supply means and operable upon supply of fluid under pressure to a chamber to close said communication and operative upon release of fluid under pressure from said chamber to open said communication, an ahead pipe, an astern pipe, an operators control device having ahead I and astern starting positions and being operable therein to supply fluid under pressure to respectively said ahead and astern pipes and also to said starting control pipe, engine reversing means movable upon supply of fluid under pressure to said ahead pipe to an ahead position to condition said engine for operation in an ahead direction and movable upon supply of fluid under pressure to said astern pipe to condition said engine for operation in an astern direction, and valve means controlled by said reversing means and operable in said ahead position and during movement to said astern position to establish communication between said chamber and said astern pipe and being operable in said astern position and during movement to said ahead position to establish communication between said chamber and said ahead pipe.

8. A control apparatus for a reversible engine comprising in combination, engine starting air control valve means operable upon supply of fluid under pressure to a chamber to prevent supply of starting air to said engine and operable upon release of fluid under pressure from said chamber to permit supply of starting air to said engine, an ahead pipe, an astern pipe, engine reversing control means movable to an ahead position upon supply of fluid under pressure to said ahead pipe or to an astern position upon supply of fluid under pressure to said astern pipe and being operable therein to condition said engine for operation in either an ahead direction or an astern direction, respectively, an operators control device having ahead and astern positions and being operable upon movement to said ahead. position to supply fluid under pressure to said ahead pipe and to open said astern pipe to atmosphere and being operable upon movement to said astern position to supply fluid under pressure to said astern pipe and to open said ahead pipe to atmcsphere, and valve means controlled by said reversing means and operable in its ahead position and during movement to its astern position to open said chamber to said, astern pipe and being operable in its astern position and during movement to its ahead position to open said chamber to said ahead pipe.

9. An apparatus for controlling the supply of starting air and of fuel to a reversible engine comprising in combination, an operators control device having an ahead position and an astern position, reversing means operable upon movement of said operators control device to said ahead position to condition said engine for oper ation in an ahead direction and operable upon movement of said operators control device to said astern position to condition said engine for operation in an astern direction, starting air valve means operable by fluid under pressure to supply starting air to said engine, interlock means operable upon release of fluid under pressure from a chamber to supply actuating fluid under pressure to said starting air valve means and upon supply of fluid under pressure to said chamber to release actuating fluid under pressure from said starting air valve means, means controlled by said reversing means and operable upon conditioning of said engine for operation in a direction to correspond to the position of said operators control device to release fluid under pressure from said chamber and at other times to supply fluid under pressure to said chamber, fuel control means for said engine movable to a fuel cut-off position in response to operation of said operators control device to effect operation of said reversing means, other means operable to move said fuel control means to a fuel supply position, directional control means adapted to be operated by said actuating fluid under pressure to respond to direction of operation of said engine and being non-responsive upon release of said actuating fluid under pressure, said directional control means being operable upon operation of said engine in a direction corresponding to the position of said operators control device to render said other means effective and upon operation of said engine in a direction contrary to the position of said operators control device to render said other means ineffective. i

HARRY M. LINHART.

REFERENCES CITED The following references are of record in the file of this patent: e

UNITED STATES PATENTS Number Name Date 2,30%,161 Froehlich et a1. Dec. 8, 1942 2,304,472 Olsson Dec. 8, 1942 

